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No Boring Cars! | Reviews, Auto Shows, LifestyleFri, 18 Aug 2017 01:00:43 +0000en-UShourly1https://wordpress.org/?v=4.7.5Audi Offers Circuit of The Americas Driving Experiencehttp://www.automobilemag.com/news/audi-offers-circuit-of-the-americas-driving-experience/
http://www.automobilemag.com/news/audi-offers-circuit-of-the-americas-driving-experience/#respondThu, 10 Aug 2017 20:14:27 +0000http://www.automobilemag.com/?p=1181760Driving an Audi R8 on the streets is a ton of fun, but driving one on a racetrack is a dream come true. Now you can drive an all-new Audi Sport model and brush up on your performance driving skills at the same time. Audi offers four programs for owners and fans on the same...

]]>Driving an Audi R8 on the streets is a ton of fun, but driving one on a racetrack is a dream come true. Now you can drive an all-new Audi Sport model and brush up on your performance driving skills at the same time.

Audi offers four programs for owners and fans on the same circuit where the R8 GT3 race car competes — Circuit of The Americas in Austin, Texas.

The program is open year round to drivers of all experience levels — you just need to be at least 18, between 5’0” to 6’6” in height, and weigh no more than 260 pounds.

Audi’s courses include hands-on coaching from professional instructors, dynamic car control exercises, proper cornering techniques, and high-speed lead and follow exercises on the track.

The driving experience includes the opportunity to get behind the wheel of the Audi Q7, RS 3, TT RS, and R8 V10 plus — you just have to sign a waiver and be willing to part with small stack of cash.

There are half day, one day, and two day experiences to choose from and each program includes a classroom session followed by a hands-on interactive experience.

Audi says lucky participants of the driving experience will also enjoy dedicated suites and garages along with catered meals and snacks. FYI: You are on your own for airfare to Austin and dinner is not included.

Prices start at $595 for a half day Audi Sport Dynamic Experience with no track time (autocross lots for you) and up to $4,995 for a two day Audi Sport R8 Pro Track Experience.

Sounds like the perfect vacation or gift for the speed racer in your life. Sign us up!

]]>http://www.automobilemag.com/news/audi-offers-circuit-of-the-americas-driving-experience/feed/0Our Pro Racer, Andy Pilgrim, and Hans Stuck Have Fun with 2018 Audi TT RShttp://www.automobilemag.com/news/our-pro-racer-andy-pilgrim-and-hans-stuck-have-fun-with-2018-audi-tt-rs/
http://www.automobilemag.com/news/our-pro-racer-andy-pilgrim-and-hans-stuck-have-fun-with-2018-audi-tt-rs/#respondWed, 09 Aug 2017 14:15:32 +0000http://www.automobilemag.com/?p=1181052I recently tested the 2018 Audi RS3 and TT RS in Connecticut. Before arriving at the event, I heard a celebrity guest might show up. It turned out to be German racing legend Hans-Joachim Stuck. Among the many trophies he’s earned in his amazing career are two wins at the 24 Hours of Le Mans...

]]>I recently tested the 2018 Audi RS3 and TT RS in Connecticut. Before arriving at the event, I heard a celebrity guest might show up. It turned out to be German racing legend Hans-Joachim Stuck. Among the many trophies he’s earned in his amazing career are two wins at the 24 Hours of Le Mans (plus several podiums and one class victory) and a DTM title.

Hans is also an Audi brand ambassador, so it made sense for him to be at Lime Rock for the introduction of the new TT RS and RS3. After all, he was at the wheel the last time Audi won an IMSA GTO race at Lime Rock, with the fire-breathing, 720-horsepower Quattro.

I raced against Hans numerous times. In the early 1990s, we were both in the Bridgestone Supercar Series. Hans was in a Porsche Turbo and I was in a Lotus Esprit X180R. More recently, we competed against each other in GT racing, driving Porsche Turbos. You could not find a more friendly and funny guy than Stucky, and I have always enjoyed our conversations.

The first time I was “introduced” to him was memorable, at least from my point of view. It also happened to be my first time racing on the Long Beach Grand Prix circuit. I didn’t know the track at all and was out there feeling my way around when I saw a white car some distance behind me. I rounded a corner and accelerated up to the next braking zone. I was just about to turn in when this white blur rocketed past my inside, drifting beautifully through the corner just inches from the concrete walls. I almost lost it, distracted by this flying Porsche. Later, I found out that the driver was Hans Stuck. I think it was his way of saying good morning. It was pretty damn impressive; the guy has superhuman car-control skills.

We bumped into each other around the Nürburgring paddock several times this year when I was racing there. He had a somewhat quizzical look on his face when he first saw me at Lime Rock, immediately asking me why on Earth I was there. After briefly explaining I was actually there to write about the new cars, I had to run off and drive an RS3.

A little later, I asked him if he might be up for a photograph of us thrashing around the track in the TT RS. I thought it would make a nice “memory of racing” shot to put in my story. He was totally up for it, and just before lunch, the Audi folks made it happen.

Hans had been jumping from car to car, giving journalists right-seat thrill rides, and was already sitting in pit lane, ready to roll for our laps. I quickly hopped into one of the cars he had been using and got belted in. The car was already running, and I immediately noticed the stability and traction control turned completely off. Thanks, Hans! Up to that point, I had not turned everything off.

The Audi folks asked us to run at a 50-percent pace past the photographer, who was stationed at the left-hand Turn 3, so I figured I’d have a chance to feel things out. Not exactly. As soon as I gave Hans the thumbs up, he floored it. We ripped out of pit lane, me pedaling that TT RS as hard as I could to stay with him. The TT RS is a ton of fun with all of its safety nannies deactivated. I found it quite easy to rotate the car at turn-in, and I was able to use a larger slip angle than I could with the car in Dynamic mode (ESC would cut in a bit). We did slow down a little in the corner where the Audi photographer was located, but the rest of the time on track was completely bonkers, full loony tunes. We got out of the cars back in pit lane laughing hysterically. Those few laps were the highlight of the event for me.

Indeed, this Audi event was turning into a bit of an old home week, as another great racing friend of mine, Brad Kettler, was also in attendance. Brad now works for Audi as director of operations and engineering for Audi Customer Racing.

Brad and I go back more than 20 years. He has a long racing history, and it’s no surprise at all to me to see a manufacturer like Audi utilizing his talents. Among a long list of achievements, he is considered to be one of the best race strategists and team managers in the business. I won the IMSA GT1 championship in 1997 in a Porsche Turbo, with Brad as my crew chief. That year I won several races, including the Rolex 24 at Daytona, with codrivers Allan McNish, Dorsey Schroeder, and Jochen Rohr.

Brad was at Lime Rock to answer questions about the Audi Customer Racing program and to show off (static display only, sadly) the all-new-for-2017 Audi RS3 LMS race car. The RS3 LMS is already racing in 18 countries in the Touring Car Racing class and also in a spec-racer class.

Brad explained that anyone can buy a race-ready Audi RS3 LMS for about $135,000. This new racer has a 2.0-liter turbocharged engine pushing out 350 horsepower through the front wheels—without ABS, traction control, or stability control. Weight distribution is about 60/40 front/rear, vehicle weight is 2,800 pounds dry. It has a dinner-table-sized front splitter and a very businesslike rear wing. Brad told me drivers can feel downforce from as slow as 60 mph, and I don’t doubt it.

Brad’s enthusiasm was infectious as he talked about Audi’s new racing baby. I particularly noted how excited he got about the fuel gauge. Half chuckling, he said, “Andy, I cannot tell you how many years I longed for a fuel gauge in my fuel cells, and finally somebody [Audi] did it.” I thought seriously about stealing a drive in the RS3 LMS, but Brad wouldn’t tell me where he’d hidden the battery.

There is a lot of A3 street car in this race car. I imagine Audi will get great feedback regarding parts lifecycles from people racing this car all over the world. I love to see manufacturers make racing a more direct and relevant link to their production cars. If racing is going to curb obviously falling interest levels, I think we will have to see many more “real” production-based race cars. Somebody pinch me, it feels like the late ’80s all over again.

]]>http://www.automobilemag.com/news/our-pro-racer-andy-pilgrim-and-hans-stuck-have-fun-with-2018-audi-tt-rs/feed/0First Drive: 2018 Audi TT RS U.S. Spechttp://www.automobilemag.com/news/2018-audi-tt-rs-u-s-spec-review-first-drive/
http://www.automobilemag.com/news/2018-audi-tt-rs-u-s-spec-review-first-drive/#respondThu, 03 Aug 2017 06:03:18 +0000http://www.automobilemag.com/?p=1180280LAKEVILLE, Connecticut — My initial drive of the 2018 Audi TT RS took place in Spain almost a year ago, but the first U.S. drive took place recently on the roads of Connecticut and at Lime Rock Park racetrack, along with our first drive of the 2018 Audi RS3. Driving the TT RS last year...

]]>LAKEVILLE, Connecticut — My initial drive of the 2018 Audi TT RS took place in Spain almost a year ago, but the first U.S. drive took place recently on the roads of Connecticut and at Lime Rock Park racetrack, along with our first drive of the 2018 Audi RS3.

Driving the TT RS last year on Spanish roads and the Jarama Formula 1 racetrack was certainly a blast. Lime Rock is not an F1 track, but I’ve raced there many times, and it certainly demands your attention as a driver.

The original design of the Audi TT was not my favorite, but I like the 2018 TT RS. It has an aggressive stance and looks substantial, despite its short and sporty 98.6-inch wheelbase. Design changes for 2018 include larger air intakes, a honeycomb front grille, and a Quattro logo on the front splitter. There are also aluminum-colored accents on the mirrors and splitter and aerodynamically shaped sidesills. The subtle rear wing adds a nice touch and doesn’t hurt rear visibility. These changes aren’t major, but they add some welcome definition in my eyes.

The new five-cylinder turbo engine in the TT RS (and RS3) is 57 pounds lighter than the old engine. It kicks out 400 horsepower from 5,850 to 7,000 rpm and 354 lb-ft of torque from 1,700 to 5,850 rpm. It feels quick, meaning it pushes you back in the seat and rocks, especially off the line. Audi quotes 0 to 60 mph in 3.6 seconds, but it feels quicker to me. The exhaust puts out an angry, ripping roar unique to five-cylinder turbo powerplants. I would never switch the exhaust to quiet mode. Total vehicle weight is 3,300 pounds for the U.S. market. I asked last year in Spain why the weight was quoted at 3,175 pounds, and Audi said it was probably since U.S. cars include different content — as in more of it as standard.

Every TT we drove on the track had optional 14.6-inch ceramic front brakes (14.6-inch steel is standard), 20-inch wheels (19-inchers are standard) with 255/30R-20 tires (245/35R-19 standard), and a sport exhaust (a must-have option). Track laps in the TT RS were behind a track instructor in an Audi R8 V10 Plus, who guided a lead-follow session (he did a great job).

I was lucky enough to be directly behind the R8. He started off quick, and I stuck right with him. He went quicker, and I was still able to stay right with him. He was really flying on the final lap, and I was still able to stay with him in the little TT RS that could. Unfortunately, the poor journalists who were trying to follow us were lost in transit, nowhere in sight. I was well impressed with the TT and the instructor.

I often write about how important it is for me to be able to rotate a street car on corner entry in order to go fast on a track or to enjoy myself on a street drive. I’m obviously no fan of understeer, but it is easier for regular drivers to control than oversteer. As with the RS3, rotating the TT RS on corner entry at Lime Rock was very manageable, with no surprises while maintaining good speed. I could even add or take away slip angle mid-corner if I needed to. The brakes were excellent, with zero fade and a solid pedal. The suspension setting I used was Dynamic, which is the stiffest, but on track it felt compliant enough. I left the stability control (ESC) on for most of my track time, and intrusion only became obvious when the ESC sensed I was rotating too fast on corner entry, but it didn’t spoil the fun.

Driving on the roads outside Lime Rock had the TT in its element. I used the useful Individual function to move suspension to Comfort since Dynamic was much too stiff for my tastes. I also moved the steering to Comfort and left everything else as Dynamic. The seats are excellent, providing great support on the track and no pressure-spot issues on my street drive. I also like the shape and size of the steering wheel. The TT RS was completely unfazed by the roads’ twists, turns, and blind crests. I, however, sported a big fat grin.

Here’s what sticks out to me: a 3.6-second 0-60-mph time in a $65,875 vehicle. (I bet we ultimately see quicker numbers.) The TT RS is all-wheel drive and will produce this denture-shifting acceleration on just about any surface. There are precious few cars on the road able to mess with the TT RS off the line, and launching it is so simple. Foot on the brake, plant the gas pedal, and let off the brake when you’re ready to rip. I think Audi has a certified overachieving giant killer on its hands.

]]>http://www.automobilemag.com/news/2018-audi-tt-rs-u-s-spec-review-first-drive/feed/0First Drive: 2018 Audi RS3http://www.automobilemag.com/news/2018-audi-rs3-review-first-drive/
http://www.automobilemag.com/news/2018-audi-rs3-review-first-drive/#respondTue, 01 Aug 2017 13:20:52 +0000http://www.automobilemag.com/?p=1179825LAKEVILLE, Connecticut — I find driving road cars on racetracks very interesting. Actually, I love driving road cars on racetracks. Although it’s fun and good to know how a vehicle behaves at the limit, running on a track provides little real-world driving information about the car in question. That said, I always do my best...

]]>LAKEVILLE, Connecticut — I find driving road cars on racetracks very interesting. Actually, I love driving road cars on racetracks. Although it’s fun and good to know how a vehicle behaves at the limit, running on a track provides little real-world driving information about the car in question. That said, I always do my best to cover both nutball and grandma driving.

My first impression of the 2018 Audi RS3 came when I jumped into one on pit lane at the Lime Rock Park racetrack. I found myself sandwiched between two other RS3s. We were ready to do a lead-follow session around the track since most of the journalists present had never seen the track before, let alone driven on it. I have raced at Lime Rock numerous times over the years and it can certainly catch you out if you get carried away, so starting with a lead-follow session was a good idea.

The three of us in RS3s were to follow an Audi R8 V10 Plus driven by Stephan Reil, Audi’s head of technical development. Thoughts of this not being a fair fight started to percolate in my mind. I quickly jolted myself back to reality — we’re testing cars for Automobile here, Pilgrim; your next race is in Portugal, not here at Lime Rock, so leave the R8 alone. Yes, of course. How silly of me.

Here’s a bit of relevant information many enthusiasts already know: Most street cars, performance or otherwise, will understeer at the limit of grip in a turn. This is true for track and street. Companies dial in understeer on most street cars for safety reasons because it is easier to control. Just lift off the gas and the vehicle usually comes back in line.

In my experience, the setup for a street car on a track usually means doing whatever you can in order to keep it from understeering all the way to grandma’s house. This involves “cheating” the rear of the around corners, because generally, the front can’t get it done. I always want to be able to manipulate the rear of any car in order to enjoy the drive (street) or go faster (track).

We were up to speed in no time. Reil was not hanging around, and the RS3 was responding nicely. I used the lightest steering weight — Comfort mode — as I tend to have light hand inputs (no death grip). Our on-track cars had the optional 14.6-inch ceramic front brakes and larger 255/30 19-inch front tires. (The base setup is 235/35R-19s all around.) During our laps I would drop back from the vehicle in front in order to give myself enough room to push the car to the limit.

Immediately obvious from the first lap, the RS3’s chassis setup is consistent and compliant despite it being on the stiffest setup: Dynamic mode. I could comfortably rotate the car on corner entry without it feeling snappy. This ability to control the rotation and effectively eliminate understeer allowed me to carry serious corner speeds. In fact, after just a couple of laps I was confidently kicking out the rear end on every corner. I could even do this entering the very fast and bumpy downhill right-hander onto the front straight. The RS was happy to hold a nice slip angle (not drifting) and even allowed me to adjust the slip angle mid-turn if I needed to. I left the car in full Dynamic mode, and I did not switch off the stability control. After just three laps — that’s all we got — I can confidently state that the RS3 would be a good partner for making passengers either laugh their butts off or throw up in pretty short order. It’s that much fun.

The engine in the RS3 is ready to rock as soon as you step on the gas. The all-new 2.5-liter turbo-five kicks out 400 horsepower between 5,850 and 7,000 rpm and 354 pound-feet of torque between 1,700 and 5,850 rpm. Audi says 3.9 seconds zero to 60 mph, I say nuts — it feels quicker. The engine sounds great with the ripping roar unique to five-cylinder turbos. It is especially sweet with the sport exhaust option; I would never buy this car without it. Fuel economy estimates are 19 mpg city, 28 mpg hwy.

Front-engine, all-wheel-drive cars are always heavy in the nose, so taking any weight off the nose is a good thing. The new engine is 57 pounds lighter than the last generation version and is probably a measurable contributor to the RS3’s handling ability. The gearbox is a smooth, quick-shifting double-clutch S tronic seven speed.

I started my RS3 street drive from the Lime Rock track parking lot. At pedestrian speed I felt some serious support from the suspension and decided to stop to figure out what the settings were. It turned out I was once again in Dynamic mode, the same setting we used on the track, where it felt compliant. Now, it felt plenty sporty.

This is exactly what I meant by the racetrack usually not being a good indicator of how a car feels on the street. I ultimately found Comfort mode, the softest setting, to be my favorite on the roads around Lime Rock. I could carve corners at a pace way below the RS3’s capabilities while still sporting an ear-to-ear grin.

There was only one time, when I came upon a flock of 40-plus geese covering the road around a blind bend, where the RS3 had to get out of bed to react. It did so with zero drama. Not one bird was touched; we can thank the brakes for that. Whether you stick with steel or go for the ceramic option, the brakes are superb and stability control works very well. Great brakes are a must when you have such a ripping engine, as the RS3 builds serious speed quite quickly.

I am not a fan of the technology packages in most modern cars. I stop the car when I need to figure things out. I believe operating infotainment systems is extremely distracting, whether by voice, touch, or sight. With all my attention focused on it, I found the Audi system reasonably intuitive and user friendly. I do like the ability to make individual adjustments for steering weight, suspension, differential, and gearbox. The navigation was preset for us and performed flawlessly on a nice back-road route.

The seats provided excellent support on the racetrack and on the street. The interior looks high-end to me, and the control layout makes sense. As usual with vehicles these days, the steering wheel has way too much stuff on it for my tastes. I would check the option for nothing on a steering wheel every time. Of course, nobody gives you that choice.

I’ve always liked fast four-door sedans. They usually perform in a way belied by their looks — unexpected, maybe. The RS3 has a new front fascia, rear bumper, and diffuser but still looks subtle to me. It may not scream for attention, but it certainly delivers the goods.

I struggle to think of something that will actually compete with the RS3. I heard people talking about the Cadillac ATS-V and BMW M3, but they are between $5,000 and $10,000 more expensive and are slower off the line, even if they are a little bigger.

The 2018 RS3’s base price is $55,875. (A limited number of 2017 models arrived in the U.S. with a slightly lower price of $55,450, but those examples are sold.) I would add the $1,000 sport exhaust, and that’s about it. I’m not sure how many RS3s will ultimately come to the U.S. market, but I suspect it might not be enough. A sub-4-second 0-to-60 time will embarrass a lot of very expensive hardware. This is one fun four-door.

]]>http://www.automobilemag.com/news/2018-audi-rs3-review-first-drive/feed/0Seven Key Areas About the 2019 Audi A8 We Explored at the Audi Summithttp://www.automobilemag.com/news/seven-key-areas-2019-audi-a8-explored-audi-summit/
http://www.automobilemag.com/news/seven-key-areas-2019-audi-a8-explored-audi-summit/#respondThu, 13 Jul 2017 20:00:22 +0000http://www.automobilemag.com/?p=1175697BARCELONA, Spain – “A brand is always a promise,” proclaimed Audi CEO Rupert Stadler in front of more than 2,000 journalists and friends of the four rings from across the globe who gathered in this vibrant, historic Spanish city for the first-ever Audi Summit. Indeed, Audi execs made a lot of promises during the dazzling,...

]]>BARCELONA, Spain – “A brand is always a promise,” proclaimed Audi CEO Rupert Stadler in front of more than 2,000 journalists and friends of the four rings from across the globe who gathered in this vibrant, historic Spanish city for the first-ever Audi Summit.

Indeed, Audi execs made a lot of promises during the dazzling, multimillion dollar, multimedia light show and car choreography exercise hosted by “Big Bang Theory” actor Kunal Nayyar. Promises to lead in the development of artificial intelligence, advanced powertrains, autonomous driving. Promises to listen to its customers, to over deliver on the expectations of what a premium brand should be.

The unquestioned star of the summit was the all-new 2019 Audi A8, a car that Audi proclaimed as the vanguard vehicle of its future, a groundwork-laying machine. During its part of the big show, a full-size A8 model attached to a giant robotic arm hurtled across the screen as its attributes were hyped. When the digitized smoke cleared and the parade of platitudes about it from the top dogs was over, it was time to dive into the deep end of the pool to see what the new Audi flagship is all about, to get up close and personal with it from stem to stern. Here are some of the key highlights about the new A8 and, by extension, where Audi cars are headed in the near future.

Autonomy is (Almost) Here
Audi is making a huge bet on autonomous technology — aren’t they all? — and the 2019 A8’s 12 ultrasonic sensors, five radar devices, six cameras, and the front-mounted laser scanner (a first for any automaker) that stitches together a 154-degree view of the road ahead are the building blocks that will allow the A8 to be one of the most advanced autonomous cars on the market when it arrives next year. A dizzying array of standard and available assist and safety features (41 in all) uses that gear to keep the car from getting in a crash or to park it in a space or in your garage remotely using the MyAudi app. But the biggest headliner is what Audi calls its AI traffic jam pilot. (You’re going to start hearing a lot about Audi AI in the future. It’s in essence becoming its own sub-brand.) While Audi says it is a Level 3 autonomous system, which generally means the driver can relinquish control of the car but has to be fully prepared to regain control at all times, Audi says when a driver turns on traffic jam pilot they are no longer in control of the car and do not need to be ready to regain control until prompted to do so.

An advanced adaptive cruise feature, Traffic Jam Pilot works at speeds of up to 37 mph and allows the driver to completely tune out as the car takes over steering, braking, and gas on freeways and roads with a clear divide (so no yellow line scenarios). When the system is about to shut off for any reason, it will audibly and with lights make the driver aware of the need to take over in 10 seconds. The car cannot change lanes while the system is activated. Audi officials we spoke with said that the automaker is prepared to assume liability if the system malfunctions. But you guessed it: There are issues. At this point, only Florida expressly allows autonomous driving of this nature. Audi is engaging federal and state regulators to see what can be done, so it won’t be available in the U.S. until they get the all clear. Given the low speed at which the system is available and the other restrictions, it will be limited in application regardless, but it’s an intriguing development as the inexorable march to an autonomous future continues. Stay tuned.

Let there be (laser) light
Audi has long been on the forefront of lighting technology, and the 2019 Audi A8 is a tour de force in this regard. The headlamps are a combination of three elements: an HD Matrix LED headlight, a laser element, and an LED light bar that also acts as a turn signal. The HD Matrix piece is the main element, with two rows of high intensity LEDs (32 in all) that shine brighter or dimmer automatically using the car’s GPS and other factors. The system anticipates where the LEDs should shine brightest — when heading around corners, for example.

The X-shaped laser element uses only one laser now, as opposed to three in previous Audi laser-light applications. Laser lights are just becoming available for the U.S. market although there is a catch as the A8’s laser high beams are limited to a set distance by federal regulations. (The unit on the European market A8 for example will shine a considerable distance longer.) At the rear is an OLED setup that “comes alive,” according to Audi lighting expert Stephan Berlitz. Turn on the A8, and the lights push out from the center and wrap around the width of the rear and turn down and back inward. Turn off the car, and they retreat back to the center. Very cool stuff. (Berlitz said they got a standing ovation from dealers when they demoed it.) Turn signals light up in a sequential manner. The OLED elements themselves are compact and thin, with one piece of each element that’s 200 times thinner than a human hair, according to Berlitz. The rear lights employ 135 diodes in all, pretty impressive stuff.

Cockpit Cool
Audi has made massive changes to how the 2019 A8’s cockpit and center console is laid out. The area itself has been designed with a wraparound effect and either piano or several wood trim options that further dress up the space. There are three screens in all that dominate the action. The first is one that has become familiar, the Audi virtual cockpit, replaces the traditional instrument panel with a digital display that can be configured in multiple ways. Its 12.3 inch screen is rendered in full HD and is powered in part by a NVIDIA computer unit. You’re not going to find any buttons in the center stack in this car, as two high-resolution screens with haptic touch capacity and pinch and swipe ability now dominate. The top screen is the main infotainment area that controls navigation, vehicle functions, and other entertainment features, with the bottom screen primarily used for climate control. It’s a gamble of sorts because the loss of buttons and haptic functionality has drawn criticism when utilized by other automakers. The demonstration models worked very well and responded instantly to our gentle touching, but it remains to be seen how customers will embrace it. There’s also an optional head-up display, and Audi says its voice recognition and handwriting features are vastly improved. Additionally, Audi interior designers are really proud of the retractable air vents, that like the rear lights “come alive” when the climate control is active. Watch out, this car is alive! It’s like your own personal HAL 2000.

Laid back
As a high end, executive cruiser, it’s important for the A8 to be comfortable and feature rich in the back seat area, and the new Audi flagship has several elements designed to amp up the creature comforts. The seats are more comfortable than before and include a new headrest with a leather “kokon” that Audi says is as soft as other competing offerings that use a pillow. The seats recline and have massaging elements, including a foot massage feature that’s available for the long wheelbase model. In the center arm-rest area is a small, removable tablet device that controls seating features and an LED overhead light bank that can be moved and intensity changed with touch of a finger. Available are two removable, Android-based, 10-inch tablets that can control various vehicle functions and are internet-connected using the A8’s LTE hotspot functionality.

Suspension, activate!
Audi’s AI active suspension system has been developed to help smooth out the A8’s ride in part by using the car’s myriad sensors and radar to predict how best to handle the imperfections before it rolls over them. The active suspension’s electric actuators, featuring a small motor for each wheel, are powered by Audi’s 48-volt mild hybrid system and can independently move any wheel up or down in part by using the car’s airbag setup. The system can also employ the car’s GPS to predict cornering situations and will attempt to keep the car flat in part by deploying its titanium anti-roll bars. Cornering is also aided by the car’s available rear-wheel steering feature. The predictive nature of the system can even anticipate when the A8 is about to be in a side impact crash (as part of the car’s available 360-degree safety system) and can raise the side of the car by 8 millimeters (0.3 inches) to put it in a better position to withstand the hit. The suspension’s multilink setup at the front and rear are constructed of aluminum alloy in an effort to further strengthen and lighten the car.

Power play
One of the elements of the new A8 that won’t change all that much (yet) is what motivates it. The main powerplants remain as the 3.0-liter turbo six (340 horsepower and 369 lb-ft of torque) and 4.0-liter twin-turbo eight (460 horsepower), mated to an eight-speed automatic transmission, although there have been updates to the engines and the transmission. There is also the stonking 6.0-liter W-12 engine with 585 horsepower and a 3.0-liter diesel, but it’s doubtful we’ll see them here in the U.S. The car’s Quattro system manages a 40:60 front-to-rear torque split in normal situations but can move power front or aft depending on the situation. A sport differential is also available for A8 drivers looking for more dynamic shove. All A8’s will come with the brand’s aforementioned 48-volt system, which acts as a mild hybrid system. It controls the car’s belt alternator starter, allowing the car to coast on the system’s power in steady-state driving from 34 to 90 mph and the stop/start system to engage from 13 mph. It also stores energy from brake regeneration and powers the active suspension. Down the line the Audi A8 e-tron plug-in hybrid will become available, utilizing the 3.0-liter, an electric motor housed in the transmission and a 14.1 kWh lithium ion battery pack. Range on EV power alone is said to be about 31 miles, and it will be wireless charging capable if you want to tear up your garage floor and install a wireless charging setup.

Evolution Outside
It’s fair to say that the A8’s new exterior duds aren’t exactly revolutionary in nature, but there are several cues that move the car’s design forward. The lighting out front and especially at the rear offers some wow factor. The stance has been inclined slightly at the rear, and yes, according to Audi lead designer Marc Lichte, the car has a “coupe-like roof with a fast C-pillar,” although rear headroom is said to be improved. The car’s beltline has been lowered and now bisects the door handles, and its slightly bulging wheel wells are meant to signify its Quattro system. Audi’s signature Singleframe hexagonal grille treatment has been massaged, with more chrome and an evolved shape. It’s a stately, reserved look we’ve come to expect from Audi. Daring, it’s not. Well executed, it is.

Audi has put a huge amount of effort into the 2019 Audi A8, as it should. This is its flagship, the car that will in many ways act as the standard bearer for its future. It is taking some big risks in some areas, breaking new ground in others. But it is also familiar as well. As Stadler made clear in his speech, Audi is a brand that its customers must trust if it wants to be successful. To that end, plotting a course that accentuates its technological leadership while at the same time remaining true to what its customers have come to expect from the brand is what the Audi Summit was all about and what the A8 is about as well.

]]>http://www.automobilemag.com/news/seven-key-areas-2019-audi-a8-explored-audi-summit/feed/02019 Audi A8 Rolls in Ready to Drive Itselfhttp://www.automobilemag.com/news/2019-audi-a8-rolls-ready-drive/
http://www.automobilemag.com/news/2019-audi-a8-rolls-ready-drive/#respondWed, 12 Jul 2017 00:52:38 +0000http://www.automobilemag.com/?p=1175196Last month, Audi promised that we would soon see the fourth-generation A8. At its Audi Summit event in Barcelona, Spain — a gathering similar to the Group Night VW has previously put on before auto shows — the automaker did just that. Due in German showrooms late in the year and in American showrooms sometime...

]]>Last month, Audi promised that we would soon see the fourth-generation A8. At its Audi Summit event in Barcelona, Spain — a gathering similar to the Group Night VW has previously put on before auto shows — the automaker did just that. Due in German showrooms late in the year and in American showrooms sometime after that, likely as a 2019, the new A8 is described as “the first production automobile in the world to have been developed for highly automated driving.”

Like the extant third-generation A8, the fourth-gen will be available in regular and long-wheelbase variants. Only the 204.0-inch length of the former was mentioned, but the wheelbase of the latter is said to be 5.1-inches longer. (Curiously, Audi claims that the A8 “has grown substantially in length in both body versions,” though the length of the short-wheelbase variant only increases by 1.4 inch.)

European buyers will get to choose between three gasoline engines, two diesel ones, and a plug-in hybrid variant — plus the inevitable S8. Thanks to Dieselgate, the chances of the oil burners making it over the Atlantic are virtually nil and the outlook for the range-topping gasoline W-12 isn’t great either, which leaves the PHEV and the two choices already offered in the U.S. A8: a supercharged 3.0-liter V-6 and a turbocharged 4.0-liter V-8. Both receive slight power boosts of 7 hp and 10 hp, respectively (at least in German spec), and both will come equipped with 48-volt electrical system and a belt alternator starter, making all versions of the new A8 at least mild hybrids. Quattro all-wheel drive is now standard, as is four-wheel steering.

Powering the plug-in A8 L e-tron quattro (presumably, given the name, it will only be available in long-wheelbase form) will be the same supercharged 3.0-liter V-6 as above, but now mated to an electric motor and a lithium-ion battery. Total system output is 449 hp and 516 lb-ft of torque and the battery will hold enough power for 31.1-miles of electric-only driving.

In addition to the mild hybrid functionality, the 48-volt electrics enable the A8’s new adaptive suspension, which can adjust each wheel independently using an electric actuator and will rapidly raise the car if sensors detect an imminent lateral impact such as a sideswipe or t-bone.

Visually, the new A8 bring any particular surprises. The exterior receives the same stylistic updates as the rest of the Audi lineup, the large Singleframe grille taking center stage. It’s accented by LED headlights backed by Audi’s laser lighting. At rear, the A8 features OLED taillights. It’s the same story inside, where highlights include the now-familiar Audi Digital Cockpit, a 10.1-inch center touchscreen, and every luxury feature you can think of, including car-to-X connectivity via the built-in LTE modem.

As for the aforementioned “highly automated driving” that the A8 was developed for, that functionality will start rolling out in 2018. The first functions will be parking pilot, garage pilot, and traffic jam pilot. The first two will enable the A8 to park itself in a parking lot or garage or pull itself out, even if the driver is outside of the car as it can be turned on both from inside the car as well as via an app. The third, meanwhile, will allow the A8 to drive itself through traffic at speeds of up to 37.3 mph on freeways and highways with a central divider (by comparison, Cadillac’s upcoming Super Cruise functions at cruising speeds). To achieve this, the new A8 will use its radar sensors, front camera, ultrasonic sensors, and a laser scanner.

Prices for the German models will start at $104,000 for the regular-length A8 and at $108,000 for the long-wheelbase variant. U.S. versions should be somewhat cheaper when they arrive sometime in 2018, as the 2017 A8 L starts at just $82,500. More details will certainly be released closer to the luxury sedan’s official launch date, possibly in time for its near-certain appearance at the 2017 Frankfurt auto show in September.

]]>http://www.automobilemag.com/news/2019-audi-a8-rolls-ready-drive/feed/0One Week With: 2017 Audi R8 V10 Spyderhttp://www.automobilemag.com/news/2017-audi-r8-v10-spyder-review-one-week/
http://www.automobilemag.com/news/2017-audi-r8-v10-spyder-review-one-week/#respondFri, 30 Jun 2017 04:01:25 +0000http://www.automobilemag.com/?p=1169560The do-it-all wondercar. Some folks search for it like Ponce De León after the Fountain of Youth. Others declare the very concept anathema: The jack of all trades is master of none, they harp. Both are right, and both are wrong. The proof? The ten-cylinder, carbon-and-aluminum 2017 Audi R8 V10 Spyder. As a cargo hauler,...

]]>The do-it-all wondercar. Some folks search for it like Ponce De León after the Fountain of Youth. Others declare the very concept anathema: The jack of all trades is master of none, they harp. Both are right, and both are wrong. The proof? The ten-cylinder, carbon-and-aluminum 2017 Audi R8 V10 Spyder.

As a cargo hauler, people mover, or dog transporter, the R8 is terrible. Three bags of groceries? Hope you like eating in the parking lot, because only two are going home with you. Score one for the nopeniks.

But as a convertible sports car, the R8 is amazing, and not just because of its mid-engine balance and 540 hp and 398 lb-ft of torque on tap. It’s not even amazing because of its 3.5-second 0-60 mph time or its race-bred pedigree. In fact, it’s amazing because of everything else.

First, you have to look at it, because unlike the previous R8 Spyder, this one looks great whether the top is up or down. Add to the already comely exterior styling a brilliant Ibis white paint job, a carbon-laced and diamond-stitched red leather interior, and the carbon exterior appearance package, and it’s a head-turner before you ever hear the engine note.

A sports car, of course, and especially a super sports car, should handle well. The R8 Spyder does — incredibly so. For street use, its edge is no less razor-sharp than that of its hardtop alternative, the R8 coupe. And let’s face it, no matter what top your R8 has, it’s never going to be eking out the last tenth of a second for the win at your local club race (and if it is, you should buy an Audi customer racing car, or at least a Spec Miata).

But good handling and plenty of power are just the price of entry in the upper echelon of the sporting car world. What makes the R8 Spyder special?

The experience.

I know that sounds like millennial marketing hogwash, but with the top down, the 5.2-liter V10’s operatic crescendo behind you, and a good road, the dividing line between the machine’s cold, elemental edges and the juicy meat pod in the driver’s seat first blurs, then disappears altogether.

Those aren’t the car’s tires on the road; they’re your hands and feet. That’s not the car’s engine; that’s your roar as you leap down the straights, apexes your gazelles. Chomp, chomp.

But unlike Takeru Kobayashi with a barrel full of hot dogs, you’re not stuffing your gullet for money, fame, or records. You’re doing it for pure joy, the thrill of the hunt itself.

Eventually, you’ll decide to lay off it for a while and just enjoy the ride — or your passenger’s green expression will make the decision for you. That goes double if you’re in the canyons of Angeles National Forest.

Ranging from stark, rocky xeriscapes to fog-shrouded, moody green echo chambers, the San Gabriel mountains host not just the national forest, but Angeles Crest Highway and Upper Big Tujunga Canyon Road — playgrounds not just for the R8 Spyder’s raucous V-10 and mid-engine balance, but for the drop top’s slower-paced, scenic side.

Put the drive mode selector in Comfort (or Auto, if you must), lean the seat back (if the bulkhead will let you — my long-legged 6’2” frame left me sitting fairly upright, though still comfortable), and look around. There’s more to life than checkered flags and finish lines. Your passenger, seated only slightly awkwardly in the limited adjustment of the right-hand seat, for one. Impeccable ride quality, or a stunning infotainment system mounted exclusively in front of the driver — Audi’s Virtual Cockpit — for another. Surprisingly little wind buffeting with the top down and windows up, if you need a third.

While a neon-green Lamborghini Huracan or a red-over-tan Ferrari 488 can scratch adolescent itches, the R8 Spyder is the open-top supercar for adults. That’s not to say it’s boring, just that it’s exciting for its ease of use, not its penalty box real-world driving experience. In a world filled with factory “race” editions and 1,000-hp hybrids, it’s easy to get lost in the more, more, more and forget about the thing every car should do before it does anything else: be a car.

Let’s face it: a long weekend road trip in many supercars is often more like a long weekend in Gitmo than a spa retreat — as your significant other has surely informed those of you who’ve tried it. Where the Italians, among others, wear the pain of use like a badge of honor, the R8 Spyder skips the Cub Scout horseplay and cuts straight to the business of being a good car as well as a supercar.

Can you back off and enjoy the cruise in a hard-topped R8, or any other enclosed supercar? Sure. Will it be fun? You betcha. Are there other, more “exotic” supercars with top-down ability? Duh, of course there are. But nothing matches the easy pleasure of dancing the R8 Spyder’s robotic top back, listening to the purr of the V-10 engine at half-drowse, smiling at whoever’s lucky enough to be in the passenger seat, and just enjoying the drive.

]]>http://www.automobilemag.com/news/2017-audi-r8-v10-spyder-review-one-week/feed/0Audi RS Models Could Be Offered in Rear-Wheel Drivehttp://www.automobilemag.com/news/hear-audi-rs-models-get-rear-drive-option/
http://www.automobilemag.com/news/hear-audi-rs-models-get-rear-drive-option/#respondThu, 29 Jun 2017 20:30:54 +0000http://www.automobilemag.com/?p=1173223Audi’s RS models may become available in rear-wheel drive configuration, according to a new report. Speaking with Auto Express at the Goodwood Festival of Speed, Audi Sport boss Stephan Winkelmann revealed that it has been looking at the future direction of Audi’s performance division. “When looking at the name, we decided Quattro could be misleading. Quattro is the four-wheel-drive...

]]>Audi’s RS models may become available in rear-wheel drive configuration, according to a new report. Speaking with Auto Express at the Goodwood Festival of Speed,Audi Sport boss Stephan Winkelmann revealed that it has been looking at the future direction of Audi’s performance division.

“When looking at the name, we decided Quattro could be misleading. Quattro is the four-wheel-drive system and is one of the things that made Audi great – but in our opinion was not the right name for the company,” Winkelmann told Auto Express. “I can imagine we can also have cars with rear-wheel drive or two-wheel drive in the future.”

The executive pointed out that he didn’t want the name of Audi’s performance division to appear misleading hence the name change from Quattro GmbH to Audi Sport. Winkelmann also added that he wanted Audi’s Quattro all-wheel drive system to be offered as an option on many of the German automaker’s models but remain standard on its most powerful offerings. He continued by stating that Audi will always offer sporty models that won’t sacrifice comfort.

For the near future, Winkelmann confirmed that two new Audi Sport models will debut at the 2017 Frankfurt auto show in September. He also revealed that electrification is in the cards for future RS-badged Audi vehicles.

]]>As pleasantly aggressive as it is on the eyes, the meaner stance and flared bodywork of the 2018 Audi RS 5 doesn’t tell the entire story behind this reworked coupe. The most significant transformation lurks beneath its creased and widened skin, specifically the swapping of its big, naturally aspirated V-8 for a smaller, torque-ier twin-turbo V-6. Welcome to the inevitable future of Audi Sport, in all its predictably downsized and turbocharged glory.

A Teutonic Tale of Loss and Gain

The turbo trend is a bit of a new car cliché, bringing with it left-brain justifications as well as predictable chatter from enthusiasts about the loss of certain intangibles. The RS 5 enjoys the typical benefits — for starters, the smaller engine weighs 68 pounds less, alleviating some of the nose-heavy weight distribution and shifting the car’s balance rearward by a half percentage point, to 57/43. The figure is still not ideal, but it’s certainly a step in the right direction.

The RS 5’s 2.9-liter V-6 — also found in the Porsche Panamera — produces the same 450 horsepower as its predecessor but gains a significant 125 lb-ft of torque, for a total of 442 lb-ft. Impressively, that figure plateaus from 1,900 rpm to 5,000 rpm and bests the R8’s base V-10 by a notable 44 lb-ft. Audi’s familiar DSG transmission has been swapped for a ZF-sourced eight-speed with a conventional torque converter because a dual-clutch unit couldn’t handle the motor’s prodigious twist, according to Audi Sport development boss Stephan Reil. Fuel efficiency improves by 17 percent over the outgoing V-8, with the U.S. equivalent of the New European Cycle equating to somewhere in the neighborhood of 19/27 mpg city/highway.

Power is distributed via a Torsen differential, which employs a 40/60 front-to-rear split and can route as much as 85 percent to the rear or 65 percent to the front. A mechanical torque vectoring system uses two clutches at the rear axle to overdrive the outside wheel, with additional brake vectoring at all four wheels.

The cabin also feels incrementally roomier thanks to a 0.6 inch increase in wheelbase, which adds nearly an inch of rear legroom, helping make the back seats feel almost habitable for average-sized adults. Luggage space increases by 0.4 cubic feet, offering a best-in-class total of 16.4 cubic feet.

Cockpit Action

Climb into the RS 5, and a few aggressive details quietly clamor for attention, particularly the flat-bottomed steering wheel, paddle shifters, and available contrast-stitched leather or Alcantara trim on key controls like the shifter and wheel. Unlike earlier Audi models, the 8.3-inch navigation screen is unfortunately fixed in place. At least the MMI wheel, touchpad, and hard buttons play well together. Also available is Audi’s slick Virtual Cockpit, which transforms the space formerly known as the analog dashboard into a customizable, 12.3-inch TFT screen. Unique to the RS application are displays that make the tachometer change to yellow or red when approaching redline, as well as engine output gauges, tire pressure and temperature, and g-forces.

Our test drive took us from the flatlands of Toulouse, France, to the sci-fi-ish principality of Andorra, a tiny corner nestled in the switchback-laden peaks between France and Spain. Unlike the outgoing RS 5, which howled its way to an 8,500 rpm redline, the new model’s punchier personality is best tapped at low- and mid-range rpms, where the core of its sonic soul also happens to reside. At mellower engine speeds (and in the brief space between shifts), a low frequency hum fills the cabin. It’s subtle and almost soothing but not entirely real thanks to a tiny shaker on a metal flap that allows some of the engine sounds to resonate off the windshield.

Regardless of its authenticity (or lack thereof), the deep frequency sounds are discreet enough to add some much-needed character to the V-6’s repertoire, aiding an otherwise relatively quiet powerplant by lending it an air of personality. It’s no free-breathing, high-screaming V-8 — indeed, it offers an entirely more soft-spoken quality — but at least the V-6 produces refined audio and, in sportier modes a huskier tune and a satisfying off-throttle crackle uncorked via an exhaust valve.

While the V-6 is not as gloriously long-winded as the high-revving V-8 was, it does pack an intense punch. Drop the hammer at low rpms, watch the thin-line digital boost gauge escalate, and feel the whoosh of power as the engine winds up, pressing you firmly into your stitched leather seat. Shifts during mellow driving can be a tad jerky (even in milder driving modes) but become paradoxically more comfortable when the going gets faster. There’s a certain understated quality to driving the RS 5 quickly, due in part to its relatively subdued engine sounds. Squeeze the throttle, and the car’s raison d’être instantly alters; when pushed, the RS 5 can launch to 60 mph in 3.7 seconds, eliminating any suspicions of its mild-mannered pretenses. Keep the shifter in its standard mode, and there’s enough torque on hand to deliver strong acceleration. Tap it down for S mode, and power becomes more readily available. Use the Drive mode select toggle for a more aggressive setting, and the revs stay high with quicker upshifts and easier downshifts.

The RS 5 felt appropriately agile on the frantic switchbacks of the jagged Andorran countryside, thanks in part to a new hydraulically linked shock system inherited from the S8 model that’s a part of the Dynamic package (along with sport exhaust and red brake calipers). The system uses valve-adjustable shocks interconnected with hydraulic lines for greater body control, and the system pays off by feeling poised and responsive. Though steering is generally inoffensive, the dynamic steering option does deliver some artificial feeling feedback during certain mid-corner maneuvers. Our tester was equipped with the Dynamic Plus package, which adds ceramic front brakes with massive 15.7-inch rotors, a tire temperature and pressure display, a carbon engine cover, and a top speed limiter that lifts from 155 mph to 174 mph. The brakes, which are larger than the R8’s, deliver effortless stops from breathtaking speeds.

In the case of the 2018 Audi RS 5, does progress equate to excitement? We can’t help but appreciate the idea of a lighter, nimbler, and considerably quicker car that propels its equipment and instrumentation firmly into the 21st century. Does it sacrifice the (semi) analog joy of a naturally aspirated V-8 in the process? Most certainly, yes. But the tradeoffs, at least when executed with a keen eye towards power and handling as they have been with the RS 5, go a long way toward giving drivers something to look forward to in the brave new turbocharged world.

]]>http://www.automobilemag.com/news/first-drive-2018-audi-rs-5/feed/0Audi E-tron Sportback Will Carry a Belgian Passporthttp://www.automobilemag.com/news/audi-e-tron-sportback-belgian-passport/
http://www.automobilemag.com/news/audi-e-tron-sportback-belgian-passport/#respondFri, 23 Jun 2017 19:00:20 +0000http://www.automobilemag.com/?p=1170939The production Audi E-tron Sportback, based on the concept that debuted in Shanghai this year, will be built at the automaker’s plant in Brussels, Belgium, starting in 2019. The swoopy electric model will join Audi’s first all-electric offering, the E-tron Quattro, which will also be built in Brussels. The four-door concept utilized three electric motors,...

]]>The production Audi E-tron Sportback, based on the concept that debuted in Shanghai this year, will be built at the automaker’s plant in Brussels, Belgium, starting in 2019. The swoopy electric model will join Audi’s first all-electric offering, the E-tron Quattro, which will also be built in Brussels.

The four-door concept utilized three electric motors, one up front and two in the rear, for all-wheel-drive capability and a combined 500 hp. The car was estimated to hit 62 mph in 4.5 seconds and had a range of more than 310 miles. It’s unclear how much of those specs will make it to the production version, but Audi does say the E-tron Sportback will use a 320-kilowatt electric drive system tailored for the car’s architecture.

The E-tron Sportback will be Audi’s second EV to market, following the E-tron Quattro arriving in 2018. That SUV will be based on the E-tron Quattro concept of 2015 and will feature an electric drive system similar to that of the E-tron Sportback. Range and performance numbers should also be similar to the Sportback. Though a production model hasn’t yet been shown, Audi has already begun taking reservations for its first EV in Norway.